Gas and gasolene engine.



I 0. WJDBHN. GAS AND GASOLENE ENGINE. APPLICATION FILED MAY 16, 1913.

Patented May 5, 191-4,

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G. DEHN. A AN S LENE ENGINE- APPLIUATION Ellm 1e. 191a.

Patented May 5, 1914.

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CARL w. DEHN, or TOPEKA, Kansas.

To all it) may concern;-

Be it known that I, CARL W; IDEHN, a citi- Zen or the United]States,-residing at Topeka, in the county of Shawnee and State .of.

Kansas,'have invented certain'new andusef ful Improvements in Gasand Gasolene Engines, of ivliich the following isla speclfication. v 'Thei object' of my invention is'to improve generallyupon gas and gasolene engines of theit'wo-cycle type, with special regard to economy of construction, simpllcity of design, reduction of the number of working parts, accessibility to all parts, strength,

durability, "compactness, and permanence of adjustment. v j

My invention comprises a cyl nder having two oppose piston chambers, a piston in each chamber, and crosshead bars conne'cting the two pistons and having sliding bearings against the walls of the cylinder.

It also comprises such parts with the guides for the cross-head bars, integral with the cylinder walls, a straight shaft mounted on one "of the cylinder heads and carrying fly-wheels to which motion is communicated by means of connecting rods extending between them and the cross-head bars respectively. i 7

It also comprises the parts, improvements, and combinations hereinafter set forth and claimed. i

In the'drawings accompanying and forming part of this specification and in the description of-the drawings I haveshown' my invention in its preferred form and what I deem to'bethebest mode of applying the principles thereof; but it is to be understood th'at,'within the scope of the appended claims, I contemplate changes in form, proportions, and materials, the transposition of parts, and the substitution of' equivalent members, without departing from the spirit of my invention.

Figure I is a sectional plan view ofan engine made in accordance with the principles of my'invention. Fig. II- is a central vertical sectional elevation. Fig. III is a engine, theright-hand half being on a plane side elevation. Ilig. IV is a transverse sectional view of one of theplston' chambers onwa planeiin'dicated by the line44 in Fig;

IlzwFig. V i's atransvers'e section of the indicated by the line 6- 6,*v and-the left-hand half being-on a plane indicated by the line 5.-5,in Fig.II.-'

, I, AS AND GnsoLENE ENGINE;

Specification of Letters Patent. Application filed May 1c, 1913.

Patented ll/Iay 5, 1914. Serial No. 767,961

7 Similar reference characters indicate like or corresponding parts throughout the several views. I

The cylinder A. is formed with two pis ton chambers B, B, one at each end and opposed to each other, and a central transverse imperforate partition C. The cylinder walls are surrounded by two water jackets D, D, each extending from the end to about one-half the distance to' the center of the cylinder. A water-jacketed cylinder head is provided at each end, as indicated at E and F, respectively, the latter having bearing blocks G, G either integral therewith or rigid-1y secured thereto, and preferably spaced apart from each other, and forming bearings for the straight shaft H. v

Working in the respective piston chambers are the opposed pistons I, I. The spaces between the pistons and the middle partition serve as initial compression chambers,

and the spaces on the opposite'sides of the pistons as combustion chambers.

the piston and the cross-head bar tively. Disks or arms Y, Y may be The arrangement of the admission ports J, J, the exhaust ports K, K, andthe by-passes L, L is that commonly found in othertypes of two cycle engines, there being a separate complete set for each half of the cylinder. Through the inner end of each piston ex: tends a hollow. pin M whose, ends extend through slots N, N in the cylinder walls, the slots being of suflicient length to allow for the stroke of the engine. -'Cross-head bars 0, O;-are located on diametrically opposite" sides of the cylinder and have working, or slide, bearings against the walls and between guides P, P,'formed integral with the cylinder. Each cross-head bar is secured to the similarly extended ends of the respective pins, and extends therebetween forming secure a perfect closure, I provide compression springs Q, Q bearing between the crosshead bars and the nuts R, R secured to opposite ends respectively of bolts S, S extending through the hollow pins. A packing T is arranged, where the pin extends through the slot, to completely fill the space between and between the opposed sides of the slot.

, Awrist-pin U is secured to the middle of each cross-head bar. The shaft. carries two fly-wheels V, V, each having a crankpinW, and therespective wrist and crank-pins are a"- closure for the adjacent slots. In order to connected by connecting rods X,X, respec secured to the respective crankpins, providing a meansfor attaching driving mechanism for auxiliaries, such as pump, magneto, etc.

.The space between the shaft bearings may be used for mounting on the shaft any suitable transmission device, such as a sprocket- Wheel, or other suitable device.

The two pistons act in unison by being secured together through the medium of the cross head bar. The power or forward stroke of the one piston causes the initial compression in the compressio'nchamber of that part of the cylinder in which that piston works, and also-causes the return stroke of the opposed piston, which in turn compresses the gas in the combustion chamber thus reducing the angular side thrust, makand draws the new gas into the compression chamber.

It will be noted that the compressionsion chamber, thus insuring a more com plete scaven 'ng of the combustion chamber and a big 181' compressionin the combustion chamber. It will also be noted that at the end of the forward stroke of each piston, the side slots in the chamber for that piston ,are practically closed by the walls of the hollow piston, and that as the pressure increases in the compression chamber, the area of the cross-head bars exposed to such pressure decreases; hence it is obviously not necessary that the springs be so highly tensioned as to cause undue friction. 'It will be also noted that while my engine as a whole is compact and short, my design permits the use of relatively long connecting rods,

ing a more direct, easier running, and more powerful engine. The force of each explo 'sion is equally divided on the two connecting rods, which makes a well balanced. stroke. Also it makes possible the propor tioning of parts so that wear of pins and bearings is reduced without any increase of weight per cylinder. 'The arrangement of f the cross-head bars relieves the pistons of side-thrust which would otherwise wear the cylinder out of round. Further advantages are: There are few parts and they are all easily and cheaply manufactured. There is little liability of any of the parts getting out of'order while in service, and no adjustments to be made after the engine is once assembled. All working parts are readily accessible, and can be easily. removed and replaced. The various duplicated parts may be interchangeable so that any part may be used in either of the two places, as the crosshead bars, the connecting rods, the pistons. Also the cylinder heads may be interchange- I able so as to place the shaft at either end.

What I claim is: 1. Ina two-cycle engine, the combination of a casing having two opposed piston chamhead bars forming bers, having a centrally disposed transverse imperforate partition between the two chambers, having suitable admission and exhaust ports and by-passes, having shaft bearings at one of its ends, having longitudinally extendin and diametrically opposite slots throng 1 the side walls of each chamber, and

having longitudinally extending guides ad-.

jacent to each slot; a piston in each chamber; a pin secured to each piston, the ends of each pin extending through opposite slots respectively; a cross-head bar on each side of the casing, each bar bein secured to the similarly projecting pin en s and covering the slots between said pin ends and having sliding bearing against the wall of the cusing and between adjacent guides; said pins and cross-head bars forming ri id connections between the two pistons an said crosssliding closures for the respectively adjacent slotsa shaft mounted in said end bearin s; a fly-wheel mounted on each end of the s aft; and two connecting rods directly connecting the cross-head bars with the fly-wheels respectively.

2. In a two-cycle engine, the combination of a casing having two opposed piston chambers,'having a centrally disposed transverse partitionbetween said two chambers, having suitable admission and exhaust ports and by-passes, having shaft bearings at one of its ends, and having longitudinally extending and diametrically opposed slots through the'side walls of each chamber; a piston in each chamber; a pin secured to each piston, the ends of. each pin extending through opposite slots respectively; two cross-head bars, one on each side of the easing, each bar being secured to the similarly projecting pins of the two pistons, and eac bar having sliding bearing against the outside of the adjacent casing wall and forming a closure for the adjacent slots between the pistons; a transverse shaft mounted in said end bearings; two fly-wheels, one mounted on each end of said shaft, and two connect.- ing rods directly connectlng the cross-head bars and fly-wheels respectively. p

3. In a two-cycle engine, the combination of a casing having two opposed piston chambers, having a centrally disposed transverse partition between said two chambers, having suitable admission and exhaust ports and'by-passes, and having longitudinally extending and diametrically opposed slots through the side walls of each chamber; a

piston in" each chamber; a pin secured to each piston and extendin through the opposite slots; and a crossead bar on each side of the casing, each bar being connected with the similarly projecting pins of the respective pistons, havin v sliding bearing against the casing, and orming a closure for the adjacent slots.

Ina two-cycle engine, the combination bers, having a centrally'disposed transverse of a casing having two opposed piston chainforming a sliding closure for the adjacentslots; and a spring at each pin-and-crosshead-bar connection bearing between the pin and the cross-head bar and forcing the crosshead bar against its sliding bearing.

5. In a two-cycle engine, the combination of a casing having two opposed piston chambers, having a centrally disposed transverse partition between the chambers, having suitable admissionand exhaust ports and by-passes, and having longitudinally extending and diametrically opposed slots throughtheside walls of each chamber; a piston in each chamber; two cross-head bars on'opposite sides respectively of the casing, said bars forming-closures for the irespective slots,

and havin sliding bearings against said casing; an means extending'through' the respective slots connecting said pistons with said cross-heads.

6. In a two-cycle engine, the combination of a piston cylinder having longitudinally ex- Gople: of this man may be mm m tending diametrically opposed slots through its side walls; a piston in said cylinder;

a cross-head bar on each side of the cylinder;

means extending through. saidslots and connecting the piston with the respective-cross head bars; said bars forming sliding closures for the respective, slots, and springs for pressing said bars against their respective sliding bearings. a

7 In a two-cycle engine, the combination of a casing having two opposed piston chambers,"having a centrally disposed transverse partition between the. two chambers, having admission and exhaust ports and by-passes,

and having longitudinally extending and diametrically, opposed slots through the side walls of each chamber; a piston in each cylinder; across-head bar on each side of the casing, said crosshead bars forming closures for the respective slots and having sliding bearin against said casing; pins'extending throug the respective slots and connecting th .bars' with the pistons; a straight shaft mounted at one end of the casing; a flywheel mounted on each end of theshaft, one fly-wheel on each side of the casing; and

connecting rods directly connecting the bars with the fly-wheelsfrespectively.

In testimony whereof I have afiixed my signature in presence of two witnesses.

7 CARL-W. DEHN. Witnesses:

J. G. MOE TYRE,

- JNO; P. HEIM.

five cents each, by addressing the commissioner of l'atentl, Washington, D. 0. v I 1 

